Automatic engine-stop.



I J. K. WRIGHT.

AUTOMATIC ENGINE STOP.

APPLIOATION FILED AUG. 21, 1911.

1,020,940. Patented Mar. 19, 1912.

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AUTOMATIC ENGINE STOP.

APPLICATION FILED AUG. 21, 1911.

1,020,940. Patented Mar. 19,1912.

J. K. WRIGHT. 1 AUTOMATIC ENGINE STOP.

APPLIGATION FILED AUG. 21, 1911.

Patented Mar. 19, 1912.

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auromarrc ENGINE-STOP.

" Specification of. Letters Patent.

Patented Mar. 19, 1912.

Application filed August 21, 1911. 4 Serial No. 645,256.

To all whom it may concern:

Be itknown that I, JAMES K. WRIGHT, a

' citizen of the United States, and a resident of the city of New York, State of NewYork, have invented certain Improvements in Automatic Engine-Stops, of which the following is a specification;

- My invention relates to that, class of mechanism particularly 'designed "to automatically cut off the steam from an engine whenever the engine speed is above or below predetermined limits and more particularly has to' do with improvements to the automatic safety stop" device described and claimed in my Patent lid-602,384, granted April 12, 1898.

One objectof the present invention is to so construct and arrange the various .parts of an engine stop of the general type above noted that it shall at all times 1n conditionfor automatic operation, in order to prevent the engine speed departing from the predetermined limits even though the operator should, while the engine was 'running, set the mechanism so that the two parts of the governor rod would not be disconnected when the engine was shut down by hand. I p

I further desire to provide an engine stop which shall at all times be in condition to automaticallycause shutting down of the engine whenever the speed thereof exceeds a predetermined maximum, but which shall notwithstanding be possessed of independ applied thereto; Fig. 2', is an enlarged elevation, partly in section, further illustrating the apparatus shown in Fig. 1; Fig. 3, is

a plan of the apparatus shown in Fig. 2',-

and Figs. 4 and 5 are respectively a side elevation and a plan illustrating my invention 'as slightly modified to adapt it for use in connection with the apparatus described and claimed in my patent aforesaid.

Referring to F ig. 1 of the above drawings, 1 represents the vertical column or bracket in which is mounted a spindle 2 forming part of. the governor mechanism. of an engine. This mechanism includes the custom' ary arms, of which one is indicated at 3, having ball weights 4 at their ends and connected by links 5 to a sleeve'fi slidably mounted on the governor spindle 2. ,This form of governor being old and well known, is not illustrated or described in detail and it is to be understood that my apparatus may able cams which control the operation ofthe steam valves of'the engine.

As best shownin Fig. 2, the governor rod 8 is formed in two parts 8 and 8", of which the latter is tubular .and contains the upper end of the former, there being a head 12 on said part 8 and a spring 13 confined between said head and the bottom of the tubular recess in the part 8". Said latter part of the governor rod is provided with a lat erally extending lug or bracket 14 in which is slidably mounted a'locking bolt 15 capable of entering a recess in'the part 8 of the governor rod so as to couple this to the part- 8". The bracket 14 also provides a bearing for the pivot pin or fulcrum 16 of a lever having three arms 17, 18, and 19 of which the latter armis pivotally connected to the locking bolt 15. The arm 17 of the lever is acted on by a spring 20 so as to at all times tend to force the locking bolt 15 toward the part 8 of the governor rod, while the arm 18 has mounted in it an adjustable abutment 21 in the form of a set screw and is provided adjacent its outer end with a short downward extension'and enlargement 22.

Fixed to the column or bracket 1 of the fixed a T-shaped plate 24 and from this .latter depend a pair of rods 25 and .26 forming abutments both of which are adjustably mounted in said plate 24 by means of holding nuts threaded upon them as shown. The r or abutment25 extends downward immediatel' aboveand in line with the outer end of t e lever arm [7 so that when thisv latter is raised a predetermined distance it is engaged by said abutment and caased to turn on its pivot. The lower end of the rod or abutment 2-6 is turned at right angles to 5 its length and has pivotally mounted on this lateral extension a latch 27 designed to engage and hold one end of a bar 28 pivoted at 29 to said abutment 26. Said bar 28 is so placed that its end farthest from the latch 27 extends under and may, under certain conditions, be engaged by the lower end of the abutment 21; there being in said end of the bar a transverse extension 30 to permit of its manipulation by hand. A spring 31 acts on the latch 27 to press its hooked upp r end toward the adjacent end of the bar 28.

With this arrangement of parts it will be understood that as long as the locking bolt 15 is in the position shown in Fig. 2, the two partsS a'nd 8 of the governor rod are 0peratively connected and the rising and falling of the governor balls exert the customary eil'ect on the controlling mechanism of the steam admission valves of the engine. If, however, for any reason the speed of the engine exceeds a predetermined maximum, the governor balls fly out, thereby raising the governor rod 8 with its attached mechanism and bringing the end of the arm 17 into engagement with the lower end of the rod or abutment. 25. As a consequence the three-armed lever is turned on its pivot against the action of the spring 20 and is drawn out of engagement with the part 8 of the governor rod. The spring 13, being normally maintained under compression, now moves this part 8 of the governor rod toward and into 'the cavity of the part 8 thereof and so actuates the valve controlling mechanism of the engine asto cut off all steam to said engine and shutdown the same. It is thereafter necessary in order to again start the engine, that the part 8* be moved away from the part 8 of the governor rod against the action of the spring 13 until, under the action of the spring 20, the lock- '.ng bolt 15 is caused to enter its recess in the part 8 of said rod.

Ar shown in dotted lines in Fig. 1,the' trip bar 283s so pivoted to the rod or abutment 26 that it nprmally occupies a substantially vertiealvposition so that in case the engine .spee'd failstbelow a predetermined minimum, the goverhmrod 8 with its attached mecha-- nism moves downwardly .until the'arm 18 of the three-arm lever strikes said trip bar and being turned thereby on its pivot 16, iscaus ed to so move the locking bOltsl5 as to drawthis out of engagement with the part 8 of the governor rod. As before, this so actuates the valve controlling mechanism M the engine as to shut down the latter. It is obvious that when the engine is being shut down by hand, the trip bar 28 would ordinarily operate the locking bolt 15 as above described and render it necessary for the parts 8 and 8 to be connected before the engine could be again started up. In order -toprevent this, therefore, the trip bar '28 osition' may at any time be moved to the shown in Fig. 2, with one of its on s in engagement with the latch 27, in which posit-ion the engine may be shut down by hand without causing a disconnection of the two parts 8 and 8 of the governor rod. Itis noted, however, that before the governor balls have dropped to their lowest positions, the set screw abutment 21 strikes'the trip bar 28 and turns it on its fulcrum pivot 29 sufficiently to disengage its opposite end.

from the latch 27 without, however, causing such a turning of the lever on its pivot 16 as will move the locking bolt 15 out of engagement with the governor rod. As soon, however, as the engineis again set-gin operation the governor balls fly outward and cause raising of the governor rod, thus moving the set screw abutment 21 away from the I trip bar 28, which is thus free to assume its vertical position ready for operation.

From the above ii will be noted'thateven with the most care ess handling the apparegardless of the condition or adjustment of the other, so that the apparatus is by'my improvement rendered certain in its opera t-ion'while a the Slime time the possibility of its becoming disordered is reduced to a minimum.

If it be desired to equip an engine stop made according to my patent above noted with the improvements forming the subject of my present application for patent, this may be accomplished bv means illustrated.

in Figs. 4 and '5. Wan this 'idea in view the bar or abutment 26' is replaced-by an abutment 26' in the, form of a rod rigidly mounted in the plate 2t and extended through a suitable opening in the arm 18* of the thre' armed lever; there being ahead 27 on said rod. In addition t0;-this threearmed lever there .is mounted on the pivot pin 16 a second lever 35 having one arm 17 in such position asto be engaged by the abutment rod 25when has been movedupwardly a sufficient distance. 'The oppo:

placed to extend immediately above the arm' site end of thissecdnd lever is. formed to ex tend in a line substantially at right angles to the line ofits first arm and ispivoted to the locking bolt 15"by a pin 36; its lower endbeing slotted to accommodate said pin.

tends in a line at right angles to the locking engaging-an an- Also-mounted on the loclcing bolt is a cyfree to slide-and This latter has attached to it, in the present instance integrally, a bracket 40, having suitable bearings for a longitudinall movable auxiliary locking bolt 41 which exbolt 15 and is capable o nular recess therein when said bolt is in a predetermined position. The auxiliary looking bolt is at all times pressed toward the locking bolt 15 by means of a spring-43 suitably mounted in the bracket 40 and has fixed to it an operating handle 42 provided with a trigger 44 placed to engage alatch 45 which is pressed toward it by a suitable spring 46 and is pivotally mounted on a portion of the tubular element of the gov ernor rod. In this case, as before, the apparatus may be so set that when the engine is shut down there will be no disconnection of the two members or parts of the governor rod and for this purpose the handle 42 would be pushed down was to withdraw the auxiliary locking bolt 41 from the annularrecess 38 of the locking bolt 15; being held in this position by the latch 45 and trigger 44. While in this case the latch 45 is not automatically released so as to again lock thesleeve 39 and the locking bolt 15 when the engine is started up, the apparatus is none the less at all times .in condition to cause the automatic separation of the two parts of the governor rod when the speed exceeds a predetermined maximum, since as soon as this condition exists, the upper arm of the second lever 35 is brought into engagement with the lower end. of the abutment 25, thereby moving the locking bolt 15" out of engagement with the recess 1n the ing means whereby it may be made temporarily inoperative to actuate the lever.

2. The combination with a governor rod made in two sections, of a member for connecting said sections; a lever connected to said member; and two stops for actuating the lever to operate the member when the governor balls move from their normal paths of operation; with a device interposed between one of the stops and the lever for .the lever'to operate the rendering said stop inoperative under predetermined conditions.

' 3. The combination with a governor rod made in two'sections, of a member for con-. necting said sections; a lever connected to saidmember; and two member when the governor balls move from their normal paths of operation; a device interposed between one of the stops and the lever and adjustable to render said stop inoperative stops for actuatingunder predetermined conditions; and means for automatically re-setting said device after it has once prevented actuation of the lever. 4. The combination with a governor rod made in two sections of a member for conneeting said sections; alever connected to said member; and-two stops independently operative on the lever for actuating the member; one of the stops including a latch adjustable at will to cause the lever to be operated or not by said stop as may be desired.

5. The combination with a governor rod made in two sections, of a member for connecting said sections; a lever connected to said member; two stops independently operative on the lever for actuating the member; one of the stops including a latch adjustable at will to cause the lever to be oper-' ated or not by said stop as may be desired;

with means on the lever for automatically re-sett-ing the latch after it has been placed in position to prevent actuation of the lever.

6. The combination wit-h a governor rod made in two sections, of a pin for connecting said sections; a three-armed lever having onearm connected to said pin; two stops mounted to respectively engage the other two arms of the lever; a latch on one of the stops movable into and out of a position in which it is capable of actuating the lever to operate the pin;'and means for holding said latch in its lnoperat-ive position.

'7. The combination with a governor rod made in two sections; of a pin for connecting said sections; a threesarmed lever having one arm connected to said pin; two stops mounted to respectively. engage the Other two arms of the lever; a latch on one of the stops movable into and out of a position in which it is capable ofactuating the lever to operate the pin; means for holding said latch in its in-operative position; and

a devicewiithe lever for tripping the latch under predetermined conditions.

8. Thecombination with, a governor rod made in two sections of a member .connecting said sections; alever connected to said member; and .a stop for actuating the lever including alatch movable into and out of a position in which it is capable of actuating .the lever to move the member attached thereto.

9. The combination with a governor rod trim made in two sections, of a member connectng said' sections; a lever connected to said 10. The combination. with a governor rod made in two sections, of a member connecting said sections; a lever connected to said member; a stop for, the lever including a latch m v le into and out of a position in which it is capable of actuating the lever to move the member attached thereto; a.

spring catch for holding said latch in an inoperative position; and an abutment on 711c lever for releasing said latch'from the spring catch.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

' JAMES K. WRIGHT. Witnesses:

LAURA E. SMITH, AMY P. SIMPSON.

Copies of this gatent'maj be obtained for-five cents each, by addressing the Commissioner of Patents,

Washington, D. C." a 

